Engine controlling apparatus



Dec. 12, 1933. HAAS 7 1,939,606

ENGINE CONTROLLING APPARATUS I Filed Feb. 20, 1932 AAllAA I In" INVEN TOR. flare/a 77am Patented Dec. 12, 1933 PATENT; OFFICE ENGINE CONTROLLING APPARATUS Harold Haas, Arlington, N. J., assignor, by mesne assignments, to Eclipse Aviation Corporation, East Orange, New Jersey Application February 20, 1932.

9 Claims.

invention relates to engine controlling apparatus and particularly to means for interrelating the operation and control of the ignition mechanism, starting mechanism and fuel feeding mechanism of an internal combustion engine.

An object of the invention is to provide a novel mechanism of the foregoing character for controlling the energization of the starting motor or other cranking instrumentality.

Another object of the invention is to provide novel means operative in response to rotation of the engine through the aforementioned cranking instrumentality, to vary the setting of the choke or valve controlling the supply of air to the engine carburetor.

Another object of the invention is to simplify and inter-relate in a novel manner the instrumentalities for operating the ignition and starting circuits of an internal combustion engine.

Another object of the invention is to provide novel electrical means for governing the setting of the choke or air supply valve of an internal combustion engine.

Another object of the invention is to provide novelelectrical means for moving the choke or air supply valve of an internal combustion engine carburetor from the position to which it is normally inclined, together with additional electri cal means cooperating therewith to maintain proper relation between the setting of said choke valve and the speed of the engine.

These and other objects and advantages to be derived from the use of the invention herein disclosed involve the inter-relation and relative functions of the parts, and will become apparent upon an inspection of the following specification and the accompanying drawing, wherein the preferred embodiment of the invention is disclosed. It is to be understood, however, that the drawing is for the purpose of illustration only and not designed as a definition of the limits of the invention, reference being had for such purpose to the appended claims.

The drawing shows a schematic representation of the novel instrumentalities in which the present invention may be embodied.

In the drawing, the invention is shown applied to certain accessories of an internal combustion engine such as a carburetor 15, a starting motor 16, a generator 17 and an ignition unit l8,'all of these parts being shown diagrammatically, it being understood that the particular construction thereof forms no part of the present invention. The carburetor 15 may be of any commonly used construction involving the use of suitable pas N. J., a corporation of Serial No. 594,314

sages for supplying both liquid fuel and air; a lever, controlling the admission of liquid fuel being indicated at 19 and a mixture control valve or choke, controlling the admission of air being indicated at 20. As shown, these valves are normally biased to the positions indicated, through suitable springs 22 and 23 respectively, from which positions they are adapted to be moved by the novel controlling mechanism of the present invention to be described. The ignition system diagrammatically indicated at 18 may likewise be of any commonly used type involving the use of an engine driven magneto or a battery supplied induction coil having primary and secondary windings as indicated schematically at 25 and 26, respectively, the primary winding 25 being connected through a lead 28 with the current source 29 and also in circuit with other switch means constituting a part of the present invention to be described.

The starting motor 16 and generator 17 are shown diagrammatically only; it being understood that they may be drivably connected to the engine in any manner preferred by those skilled in the art; the mechanical construction of such connection constituting no part of the present invention. In fact, if desired, these elements may be combined ina single machine, operating first as a starter to crank the engine,

' and thereafter as a generator receiving mechanical power through itsoperative connection with the engine, and converting such mechanical power into electrical energy to charge the battery as well as to perform the other duties ordinarily placed upon such a generator.

The novel means for inter-relating the control of the elements above described so as to place all of said elements in proper functioning interrelatidn in response to a single initiatory act of the operator of the vehicle, preferably comprises an accelerator pedal 34 suitably pivoted to a member of the vehicle such as the floor-board, as indicated at 35 and having an upwardly turned toe piece 34a for a purpose subsequently to appear, said pedal being adapted to actuate the novel electrical and mechanical control parts including the multi-circuit controlling switch plunger 36 and a valve controlling link 3'3. The switch plunger 36 has its outer end adapted to be received in a suitably slotted end of a bell crank 38 pivoted to the frame at 39 and having its other arm linked to a lug 41 on the underside of the accelerator pedal 34. A second lug 42 on the underside of the pedal 3% is adapted to engage a pin 43 slidably received in the member 44 afllxed to the frame of the vehicle; the lower end of the pin 43 beingoperatively connected with the upper arm of a bell crank 46 pivoted to the frame at 47 and connecting with the link 37 at its lower end; the bell crank being apertured to receive one end of the spring 22 previously described, the other end of said spring being affixed to the frame as indicated at 49.

As shown, the plunger 36 is divided into alternating conducting and non-conducting portions, 50, 51, 52 and 53 adapted to be engaged by spring fingers 54 and 55; the latter being in circuit with the primary coil 25 of the ignition mechanism, and the former being in circuit with the winding 59 surrounding the plunger 60 of the solenoid 61. This solenoid is adapted to control the energization and de-energization of the starting motor 16 and also the conditions relative to the ignitionmechanism. To this end, the plunger 60 of the solenoid has mechanically connected thereto, a rod 63 having portion 64 and 65 of insulating material; the portions 64 being adapted to receive a contact plate 66, movable with rod 63 to bridge the fixed contacts 67 and 68 of the ignition circuit, and the portion 65 having a similar contact plate '70 adapted to close a circuit to the starting motor through contact pieces 72 and '73.

In addition to the novel ignition, fuel-feed, and starter-controlling parts above described, the invention further includes novel control means operating in conjunction with the aforesaid parts to maintain proper control of the ignition and fuel-feed after initial energization of the starting motor. As. shown, such means includes a relay having a winding 75 connected across the line of the generator 17, across which line there is also placed a cut-out relay 76 having the usual function, and a winding 77 of a solenoid controlling the setting of the choke valve 20 of the carburetor. The coil 75, upon energization, is adapted to attract an armature '79 having a portion 80 of insulating material, operative to open the circuit through the switch blades 81 and at approximately the same time close a circuitthrough the associated switch blades 82, the blades 81 being in circuit with the winding 59 of the solenoid, and the blades 82 being in circuit with the primary winding 25 of the ignition coil. The solenoid 77 has a plunger 78 linked to one arm of a bell crank 84 to which there is also linked the plunger of a dash-pot83 or equivalent resistance element. The other arm of hell crank 84 is connected by means of a link 85 to the choke valve 20. Interposed in the circuit to the winding '77 is a thermostatic device attached near the exhaust manifold or other suit able location having contact fingers 88 and 89 normally closed but adapted to expand out of contact with each other upon absorption of heat generated either directly or indirectly by the running of the engine, such expansion operating to move the finger 89 away from contact 88 and into contact with a third finger 90, suitably grounded as indicated at 91.

Having thus described the parts entering into the preferred embodiment herein disclosed, the operation thereof will be seen to be as follows:

To start the engine, the accelerator pedal is depressed to its lower limit; such action swinging the bell cranks 46 and 38 in a clockwise direction as viewed in the drawing; the former operating to open valve 19 while the latter causes the conducting portion 50 of the plunger 36 to bridge 54 to ground. The resulting energization of the,

solenoid draws the plunger 60 inwardly thereby causing the contact plate 66 to bridge the terminals 67 and 68 and the contact plate 70 to bridge the terminals 72 and '73. The contactplate 70 thus closes the circuit to energize the starting motor 16 whereupon the latter proceeds to crank the engine, through mechanical connections not shown. At the same time, the contact plate 66 is effective to place the ignition mechanism in condition to function by reason of the closure of the circuit to the unit 18; the circuit passing by way of conductor 28 to the primary coil 25 of the said unit, and from this point returning to the ground by way of contact plate 66, conductors and 96, and switch 55. As soon as the engine becomes self-operating, by virtue of the initial impetus imparted thereto by means just described, the. resulting voltage built up in the engine-connected generator 1'? becomes sufficient to energize the relatively low voltage relay 75, whereupon the latter attracts the armature 79. This downward movement of the armature 79 causes a separation of the switch fingers 81 and closure of the switch fingers 82. Separation of the contacts 81 causes a de-energization of the solenoid 61, whereupon the spring 98 is effective to reopen switches 66 and 70. Momentarily prior to such action however, the ignition circuit is shunted from the switch 66 by way of the conductor 99 and the contact fingers 82 now closed, to switch 55. Reopening of the switch 70 serves to de-energize the starter motor 16 thus preventing unnecessary consumption of current therein after the engine has been started.

Substantially simultaneously with the energization of the relay 75, the solenoid 77, also connected across the generator becomes effective to attract the bell crank 84, thereby moving the choke valve 20 toward the open position; the degree of opening depending upon the adjustment of the mechanical drag element 83'and upon the voltage built up in the generator, the'latter in turn depending upon the engine speed. After it has warmed sufliciently, the thermostat operates to separate the contacts 88 and 89 and close the contacts 89 and 90, thereby establishing a circuit to therelay '7? direct from the battery 29 independent of the generator. The increased voltage thus impressed on the relay 77 effects a com plete attraction of the bell crank 84 and hence a complete opening of the choke valve 20. When it is desired to stop the engine, the operator exerts a lifting action on the toe-hook 34a of the accelerator pedal, thus swinging the bell crank 38 in a counter-clockwise direction and opening the switch 55, thus cutting off the circuit to the engine ignition. At the same time the spring 22 is effective to return the throttle valve 19 to its normal setting as indicated. It will further be understood that during normal running of the engine, the disposition of the plunger 36 is such.

that the switch 54 is in the open position, and the switch 55 in the closed position, and that the only occasion on which the switch 54 is closed, is on a depression of the accelerator pedal to its lower limit for the purpose heretofore described.

There is thus disclosed a novel engine-controlling system wherein the fuel feed, ignition, and starting are under the control of a single manually operable instrumentality; the individual conto the varying conditions of operation.

As above explained, the mechanical construction of the individual elements controlled by the novel mechanism herein disclosed may vary as desired, as may also the precise method of electrically and electro-magnetically inter-relating the controls therefor, provided one or more of the essential features of the system are retained. Likewise other changes, substitutions, and omissions may be made within the scope of the broadest of the appended'claims.

What is claimed is:

l. The combination with an internal combustion engine having an electrical ignition circuit with a pluralty of normally open switches in circuit therewith, a starting mechanism for imparting initial rotary effort to said engine, a generator adapted to be mechanically driven from said engine, a charge forming device associated with said engine, and means under the control of the generator for closing one of said ignition switches and controlling the action of said charge forming device.

2. The combination with an internal combustion engine having an electrical ignition circuit with a plurality of normally open switches in circuit therewith, a starting mechanism for imparting initial rotary effort to said engine, a generator adapted to be mechanically driven from said engine, a charge forming device associated with said engine, and means under the control of the generator for closing one of said ignition switches and controlling the action of said charge forming device, said last named means including a plurality of electro-magnetic devices adapted to be energized by said generator, and heat responsive means cooperating with saidgenerator in controlling the action of one of said electro-magnetic devices.

3. In a control system for an internal combustion engine, a source of current supply, a generator for charging said source while the engine is in operation, and means in circuit with said generator for controlling the ignition circuit and the supply of air to said engine.

' 4. In a control system for an internal combus tion engine, a source of current supply, a generator for charging said source while the engine is in operation, a motor energized from said source and operative to crank the engine, a charge forming device for said engine, a switch controlling the'ignition of the charge after its formation in said charge forming device, supplemental control means for said charge forming device, the enering device for said engine, a switch controlling the ignition of the charge after its formation in said charge forming device, unitary control means for said motor, charge forming device, and ignition switch, and supplemental control means for said charge forming device, the energization of said supplemental means being governed by said generator. I

6. In a control system for an internal combustion engine, a source of current supply, a generator for charging said source while the engine is in operation, a motor energized from said source and operative to crank the engine, a charge forming device for said engine, a switch controlling the ignition of the charge after its formation in said charge forming device, supplemental control means for said charge forming device, the energization of said supplemental means being governed by said generator, unitary control means for said charge forming device and said switch, and heat responsive means cooperating with said generator in controlling the amount of air supplied to said charge forming device.

7 In a control system for an internal combustion engine, a source of current supply, a generator for charging said source while the engine is in operation, a motor energized from said source and operative to crank the engine,a charge forming device for said engine, a switch controlling the ignition of the charge after its formation in said charge forming device, unitary control means for said motor, charge forming device and ignition switch, supplemental control means for said charge forming device, the energization of said supplemental means being governed by said generator, and heat responsive means cooperating with said generator in controlling the amount of air supplied to said charge forming device.

8. In a control system for an internal combustion engine, a source of current supply, a genera ator for charging said source while the engine is in operation, a motor energized from said source and operative to crank the engine, a charge forming device for said engine, unitary control means for said motor and charge forming device, supplemental control means for said charge forming device, the energization of said supplemental means being governed by said generator, and heat responsive means cooperating with said generator to take the control of said supplemental means away from said generator and transferring said control to said source of current supply.

9. In a control system for an internal combustion engine, a source of current supply, a generator for charging said source while the engine is in operation, a motor energized from said source and operative to crank the engine, an ignition coil, circuits for said motor and ignition coil, each of said circuits including a normally open switch, means including a single electro-magnetic device for closing both said switches and thus connecting both said motor and ignition coil with said source of current, and means in circuit with said generator for de-energizing said electromagnetic device and by the same action establishing a circuit to said ignition coil' in shunt with the original circuit thereto.

HAROLD HAAS. 

